Brake and door control for automotive busses



Dec. 4, 1928. 1,693,834

R. w. BAILEY BRAKE AND DOOR CONTROL FOR AUTOMOTIVE BUSSES Original Filed Dec. 15, i924 5 Sheets-Sheet l Dec. 4, 1928.

R. w. BAILEY BRAKE AND DOOR CONTROL FOR AUTOMOTIVE BUSSES Original Filed Dec. 15, 1924 5 Sheets-Sheet 2 Dec. 4, 1928. 1,693,834

R. w. BAILEY mu m: noon com-1m FOR AUTOMOTIVE Bussns Original Filed Dec. 19, 1924 5 Sheets-Sheet 5 Dec. 4, 1928. 1,693,834

. R. W. BAILEY BRAKE AND noon bomnon FOR AUTOMOTIVE BUSSES Original File'd Dec. 15, 1924 5 Sheets-Sheet 4 CILST= Dec. 4, 1928.

R. W. BAILEY BRAKE AND DOOR CONTROL FOR AUTOMOTIVE BUSSBS Original Filed Dec, 15, 1924 s Sheets-Sheet 5 Patented Dec. 4, 1928.

UNITED STATES --PATENT OFFICE.

RUFUS W. BAILEY, OF KANSAS CITY, MISSOURI.

BRAKE AND DOOR CONTROL FOR ,AUTOMOTIVE BUSSES.

This invention relates to passenger vehicles, and with regard to certain more specific features, to motor coaches or busses for use on highways and/or metropolitan thoroughfares.

This application is a division of my patent application, Serial No. 755,901 filed December 15, 1924. I

Among the several objects of the invention may be noted the provision of a flexible, interlocking brake and door control system for motor coaches, operable under care of either one, two, or three men; a control system of the type described adapted to prevent opening of doors under unsafe conditions or when it is unnecessary to do so; and one which is particularly safe in operation under all exigencies of heavy and fast traffic. Other objects will be in part obvious and in part pointed out hereinafter.

The invention accordingly comprises the features .of construction, combinations of elements, and arrangements of parts which are exemplified in the structure hereinafter described, and the scope of the applicationof which will be indicated in the following claims. i

In the accompanying drawings, in which is shown. one of various possible embodiments of the invention, a

Fig. 1 is a side elevation of the motor coach; Fig. 2 is a. ground plan view of theupper deck and stairway;

Fig. 3 is a. ground plan of the lower deck;

Fig. 4 is a schematic piping diagram for.

the pneumatic door and brake control system;

Fig. 5 is a rear elevatlon of the bus;

Fig. 6 is a detail in side elevation of the door opening linkage between the door opening engine and doors; 4

Fig. 7 is a horizontal section taken on the line 77 of Fig. 6; v

Fig. 8 is an enlarged sectional detail of a door-opening engine;

F lg. 9 is an enlarged sectional detail of- Divided and this application ,filed July 24,

Fig. 13 is a plan view of the rotatable valve proper, of the control valve shown in Fig. 11; Fig. 14 18 a fragmentary sectional elevation of the control valve body taken on line doors showing. thelinkage for opening them;

and s Fig. 20 is a fragmentary sectional view of the. rear step showing the treadle releasing mechanism. p p

Similar reference characters indicate cor-' responding parts throughout the several views of the drawings.

Deck arm/ligament.

lleferring now'more particularly to Figs. 1 to 3 there is illustrated at 1 a motor coach comprising an enclosed lower deck 3 and an open upper'deck 5.

The lower deck 3 is provided forwardly thereof with a set of doors 7 to be used asqan entrance to the coach. Rear-wardly on said deck is provided a set of doors 9 to be used as an exit only, under normal conditions, but may be used as an entrance also, under such abnormal conditions as will be'describcd later.

Thesets of doors side of the coach. Opposite the rear doors 9'on the left side of the coach, (seeFigs. 2 and 3) is located and 9 are onthe right a stairway leading from the closed lowerto the open upper deck. This stairway comprises a penthouse 11 from which leads the winding staircase 12*which serves to lead a passenger to the center aisleof the top deck 5. By this means a passenger may pass expeditiouslyfroin the lower to the upper deck and descend in the same inam' eix. Rearwardly in the penthouse 11 may be placed a self closfl ing door 15 swingingforwardly on a center near theleft wall of the coach. This door will serve to eliminate unnecessarydrafts in the lower deck, and the partially enclosed stairway outside of the. penthouse serves to aisle; The advantages to prevent Wind from entering the door when open. i 1

Passengers leave the upper deck by means of the stairs just described. It will be noted that there is no open :rear platform on this coach.

Attention called to the fact that underl normal operating; conditions all passengers in choosing a seat, pass rearwardlyonthe lower deck. Upon leaving, they pass rear- \vardly to the rear doors thus obviating the necessity for anyft'orward traflic in the aisle ofjthe lower deck; that is, this is a one-way obvious; I

V The doors 7 and 9and the braking system of the coach are under control of the compressedair system S,illustrated in Fig. 7

Control features.

The system S, may, Without an adjustment be put under control of one, two or three men, 1. e., the chauffeur, or driver; the driver and of such a condition are a conductor or, the driver,a. conductor and a street coll'ector. Intact the whole coachmay be operated 'With any of the combinations of men mentioned Without altering said'coach construction in the least;

The pneumatic system S involves several valve and door engine'cletail features Which should be explained before the use of the system as a Whole may be comprehended.

. Val Des. i

For the use of each a conductor andstreetcollector, a valve CST is used (Figs. 10 and 11).; Thisvalve is used also in connection "with a' passenger releasetreadle to be de-' scribed later (Figs; 4c and 20). I This valve CSTalso forms the component parts of the drivers valve 1). (Figs. 15, 16and17.) V

The system also comprises check-valve K (Fig.18) as well as door engines E (Fig: 8),

anda lock-operating cylinder, (Fig. 7

VaZ ve 0ST.

The valve CST sis-illustrated in 10 and llicomprises avbody 27 with a lower cham- -hcred cup 29' screwed upwardly thereto. Pipe N brings air to the bodyportion Q'Yfand cup 29. The bore 31 leads from thejpipe N to a chamber 33 in cup 29. The chamber 33' con This valve 35 has fitted tains a valve 35. thereto, the stem 37 whose flattened upper terminal receives a removable control lever 39. The-valve35 is kept seated against the bodyQ-Tby the coiled spring 11 which reacts therewith 9. lug 4T .forvaligning the spring 41. The valve 35 has anarcuate groove 49 cut asdescribed.

met by the passage '53 serves toconnect the pipe N through bore 31 alternately With said ports DC and'DO. The handle 39 can be apgroove 49 connects the port DO With the po rt EX and consequently when the pipe N is in communication with the port DC. This is enter the lower deck at the frontdoors 7, and

truebecause ofthe ()I'OWlI-fJlGCU55 fastened to plied to" the {valve stem 37 only when the i the topofbody 27, which, due to the lateral slot 57 permits oscillations of the level-39, but 1 because of the vertical slot 59, equal in Width to the Width of lever 39, will not perm it taking off the handle The operation lows: i

VVheIi thehafndle39'is in the solid line position shownin Figs. 10 and 11 it may be ap plied to or taken from the valve stem 37as permitted by the slot 59 of the'crovvn piece 55. l

This corresponds to sucha positionof the valve ports as will put'the supply pipe N in communication with portDCfWhich corresponds to a door-closed position of one of the door engines. The door engine in question receives its supply through thi'svalve. Meanwhile the portion of the engine WhiChi Otherof'the valve is as fol 39 except one 'positionsuch 7 Wise opens the doors is exhausting to port DO through "groove 49 to atmosphere, 't hrough port EX.

' If the handle 39heset. overto the dotted line position of Fig. 10 it may not be re moved This is its door open position. Then supply pipe N feeds the port-DO which leads to the door-openingsideof thedoor engine.

The engine then operates to openthe doors and in the meantime its dOGY-ClOSlllg end exhausts to port DC through groove 49 to at mosphere through port EX: 'lhe'handle'lfl can 0111 be removed yvhen the doors are shut thus 0 viating accidents due to operators leaving coach doors open when changing;

that unauthorizedwith these Valves.

at its lower end in a pocket 43 of t-he cup 29 and at its upperendagai-nst a. fc-ap45 screwed to the valve 35. The cap 45 has cast centrally posts. Each operator carriesahandle 39 so 1 Valve -D.

' The drivers valve D (see Figs. 15, ltiand 17) is a compound iilechauisu'l comprising; two CST valves fastened together, one above the otl'1er,the upper one invested and adjustcd so that a dom open position oil? its handle 39 corresponds tuft c'door-open posiand the horizontal slots aud67 replacethe lHI persons cannot tamper and, adapted bymeans of a. pin-hole 114 to operate the door open'inglinkage shown in:

slot 57. When the u p handle 39 isinsel'ted in positiona-pin69 is.- slipped into horizontally for purposes of convenient piping. I I

The object of compounding these valves'into one-is'to bring handles 39 into close proximity in order that the operator mayeasily.

throw both witlrone movement of the hand,-

yet operate them selectively. if occasion demands. In Fig. 4 the componentCSTvalves of va lve Dare shown separately hut have the features noted above: -The' valvei D is open ated bythe driver only.

Door engines. I

The door-opening engines E (Fig-"8) each comprise 'a cylinder 71 slotted at 73. Within the cylinder is a double headed pistonoperabletoriglit andleft. The heads 75 and 77.

of thi's piston are provided with leather pack' ing rings-79 and 81 h'eld'in placebywashers and bored plugs 83 and=85. -'Ihe'plugs"83-. and 85 are screwed into holesi87 and 89'bored longitudinallywf the 'r'piston. The bored plugs serve as'bearingszfor .rods 91- and 93 put therethrough. The rods 91 'an'd are flare dfion' their ends within. :the holes 87-and- .89, and said flares 95 andw97 are backed by, springs 99 and; 101 set in the holes-'87- and 89. These 'springstendto hold the rods 91 and 93 outwardly from the holes. Therods 91 and 93 are provided with 'valves 103 and at the rod ends oppositethe flares. qThese valves are slotted at 104 and 1-0 6 respectively- The valves 1'03 and--105 are adapted to seal themselves in seats 107 and 109 att-lie ends of the cylinder 71. Centrally of thepiston is provided an arm-11.1 extending latery hinge to such apposition. as Sh 1 in her:

position due to pins 141 working ally from'sa'id piston out through the slot 73 Figs. 6 and 7 The operation: of the door enginewproper: is started from the,-say door closed position,-

througfh I 7 A The check-jvalvcsK (FigJlS) con'njrisea "cylinder 153 mm al'pipe-connection at eitheu shown in Fig. 8. Air is admitted pipe from the left.- 'Thevalve 103 is forced from its sea-t and-the piston with' a r1n 1151 is pushed toward the rightas pressure builds:

up in the left end rof the cylinder; In the meanwhile the charge of air which has "been present in the right-handend *of thecylinder 71 is being forced out of pipe at the right. end of the cylinder to an exhaust; -;This goes on at a. rapid rate untilthe--valve 105 seats itself. The valve 105 seats itself just before nate dotted However the doors continued-to: close, inasmuch as air. is" permitted to slowly escape from the right-hand end of: cylinder 71 by means of the slot 106 inthe valve 105. After or before thedoors have been-closed, the cycle .of action within thecylin'der 71 may be re-f versed by admitting 'air,-at'the right and exhausting at. the left. The transpositionof the right hand-and left-hand pipes fr'oineX-f 'haust'to inlet pipes and. vice 'versa is acco1n-.

plishedby nieansof thevalvs CST and D,

thecoordin'ation of which will be described later. 'Door linkage.

. The door-openinglinkage' proper, (for- .fl'OIlt doorshownin 6 and-7 and. for i rear'door n F 1g. 19) comprises a link113 reachlng from the arm 111' to a bell-crank i 115 'rotatably mounted upon. a vertical shaft Q 117. This bell-cranlii-115 cooperates through link 119 with tliecranlrarm121 fastened to av rotatable vertical shaft123 to which one half a.

of a double folding dooris attached; [The shaft 123 is geared; by ineans of-bevels 125, 127, i 129 and 131 and intermediate shaft 133 to the vertical shaft 135. on the oppositeside of the door frame; The shaft 135 hasfastened.

thereto the other halfofthe aboveinentioned 143 in the flooring directly beneath the leaves.

moves sothat cranks .115 and 121 rotateclocli inannerin which vertical shaft 131 is geared or linked .to shaft 123 causes it to rotat-e in an 1 double folding door. Each half of the door has a leaf 1'37 fastened toione ofl'the vertical shafts and another'leaf 139 hinged to said '.leaf' 137 Thelea'ves 139,are equipped with pins 141 extending downwardly into slots wise "and likewise vertical shaft 123. .The"

opposite direction." The result of the l inoftiion's of shafts 123 and131 is that the leaves 137 are thrown inwardly while the leaves 139 in slots 143.

doorsf A (l lz eclc oaloes.

'end'and one centrally.thereof.= *Passages 147,

149 and 151 lead from these pipe connections tosaid cylinder. "The latter passage 151 rleadsj to the center of the cylinder as shown; The piston 145 is PIOVlClO-Cl with lips '155 and 157 which seat on gaskets. 159 and 161 respectively." The piston- 153' is of such length. that the central port 151 is open whenever the piston 153. is seated at either end of the cylinder. Thus, air enteri-ngthe cylinder through either ofthe passages 147 or 1 49 i v forees the piston 153 toIthe opposite end of the cylinder where one/of itsfllips cooperates with a gasket thus sealing that end of the cylinder 1&5, While the incoming air passes out through the open. central port; i Zockog Ziaden i The look cylinder "(Fig. comprises a body 163' into which is screwedthe threadedv eylinder165. The cylinder 165 reeeivesair throughthe passage 167'. A piston 1.69 is the airwhich enters the cylinder through pas-y sage 167. The air enters the-passageltlfl When the look cylinder is to be operated 9- Air is then held Within the .eylinder.

oonstmiued to seat its tapered end 171 on the valve seat 173 of said inletpassage 16?. The

piston is caused to seat in this Way'hy means of the spr ng 175 coiled about a pm 177 screwed longltudinally into sax d plStOIL The pm 177 extends out through a hole 17 9 in the body 163. 1 A relatively soft gasket 181 interposed between the body 163 and cylinder 165 eooperateswith alip183 of said piston to seal Such entering air throws the piston away fromits seat. thrusts pin 17'? outwardly and seats lip 183 on the rather softgasket 181 spring returns the piston to its seat pas sage167) When theairllpressure to this dev ce 1s released 1n a manner; to bGTlESC-lllltfll later.

Pneumatic systemi w Referring nowto Fig. 4 in parti c ulalj the operation of the pneumatio. system will he madeclear. A supply tank 1.85" supplies com-.

pressed air to the system. ,Thereare four supply leads N1 N2, N3,Ngemanati'ngfrom this tank 185. i 1

7 Two leads N1 and N2 supply air to the eyete nhy way of the drivers valve saidvalveh 1) being a. compound oftwo similar valves GST2 and CST-+3 and operable with one movement (see Figsfi andl). These valves lST2 and (lST-B are of type al- *ready explained.

Supplylead N3 suppliesair systein by Way of the street'oolleetors valve CST-41;. The street collectors valve CST-1 is located on the outside of tllBjGOilCll in order that he may operate the rear doors 9 from the outside when it is imperativefthat fares.heoolleeted onthe street and passengers adlnlttedto the rear as well as thefrontxloors' see 3 and4).

The supply lead N41 supplies the'hralm evl inder BC by Way of the-valve F11 The valve Fll is a conventional air valve o mmhle hv means of the foot-pedal Patthe will of the driver. -Cheek valves K 1 and K.-2are in this line to thebrake eylinder'BC. This/line inoludesjpipes1'87, 189 and1191. I p i one of I the componentyalves CST- 2 01 the'driversvalve D receives the supply lead which is flexible at'209.

The

The .treadle N2. From its door open position 0110. a. pipe .193 leadsto the door-opening side d() of the frontdoor engine E-.-1.r A branehjpipe 195 E-l. I

The valve Gems the driver7s View: s i is supplied bythehline N1. It is connected with the loekeylinder LG by pipe'201part of 'leadsifrorn a T197 inline193 tothe cheek valve K-lof the brake cylinder-line. From thedoor closed position do. of the drivers valve CST+2 a pipe 199 leads to the door closing sidedc of the front? door engine a .The street collec'tors valve CST-e1; fed y- 1 open side do. to a check valve K-3., From its door-closed side 03.0. aline205, acting as line, leads airtoa valve CS'l l; This valve CST-4 is similar to all those of y the CST type but has its operating handle linked up 'With apivoted platter-1n T or.

a. supply line N3has a'pipe 203 leading from its doortreadle operable ("when "freed by the action of the look cylinder LGl'under 'weightof a passengerlea-ving doorsj9. .:This valve turns toits door'open position (l.0.;wh'en as weight comes on treadle '1; that is a passengenland the lockeylinder is operated topushoutj w pin 177, thereby throwingthe latch207 (see Fig. 20) ontof register with the-treadleT. r

T under a passengersuweight 1 then' drops down-tothestop209 and'in S0 doing throws the valve CST-Ate door-open.

position (1.0. I A, portion of the .pipefi201xis permitsair to pass to the ilook oylinde'r LC so th'at the doors 9 may be opened at the will i of the driver, only; when a pas'sen'gerstands. 1 on treadle T'." This last statement will he amplified lampi The valve(ST4has pipe 211fleading.

Ofxeourse' this operation comes to pass only when the drivers valve 1) I 1 from its door+open si(le;d.0.to the aforementioned valveK-3. Aline 213 leads air from its dooriolo'sedl side 11.0. to the valve.

Cs'l fi the latter of the general valve CST i type. The valve CS'IE-fi is: the conduotlors valve and under his control. From the dooropen side do. of this CST5 valve a line 215.

leadsto acheck valve K--4. This check valve I is connected with the door-openingside d'o" of the back door engine E--2hfimeans of pipes 217 and 219. The valve K-4 is also eouneeted with the check valve Ii-3 meansof thepipe 221.

- The line 217. 2191mm the e-enter of valve 1 K 1 to the door-opening side (1'0" "of the;

back door engine E2 branches at the/T 223 pressure.

(to its do In this case the driver uses, the foot-brake pedal P to stop the coacliand air goes from the tank l85, through pipe Ntvalve RB. (now open), p ipe;187, check valve -K-l to line 189, check valve K2 to line 191, to brake cylinder 13.0.; and the brakes are set. 4 After the coach stops, he throws the handle of the valve CST2 (this handle only if he is cer-.

tain no one is leavin to its door-o en osition (L0; Air then leaves the tank 185 through pipe N2,to.valve'CST-2, pipe 193 and .T 197 therein, to the door opening side do of the front door engine E-1, whereupon the front door opens. Some of this air also branches off at T 197, through pipe 1%, check valve K+1' (if the driver has now released the brakes), pipe 189, check valve K-2, pipe 191 to the brake cylinderBC. to hold. the brakes set if the driver should have failed to do so. The passengers now enter, deposit their fare in the boxF..(Fig. 3) and proceedto their seats. T he driver throws the handle of valve CST 2 to its door-closed position (L0. after all his passengers are aboard. whereupon airfis led: fromthe tank through line N2, and pipef199 to the door.

closing. side dc of the front door engine thus closing the front door. Theair which went to thebrakc cylinder and-door engine reverses its flow .to the exhaust port of the valve CST-2, that port having been opened .bythrow-ing thevalve to door-closed position (see description of CST valve).

Should the driver have inadvertently thrown the. lever of the CST--3 valve also, position) air would have gone through pipe N1 to. pipe 201 andthen'ceto the lock cylinder LC, thereby throwingthe' plunger 207 out of register with thetreadle T.. No passenger beingon the platform, the rear doors 9 would remainshut inasmuchas the treadle valve GST- 4 would remain, in door; closed position do. The spring 212 self. (Fig. 20.) 1 I (7)) Now, had a passenger. desired'to get off, 'he evidently would approach the rear door 9 after giving his signal. The treadle is at the rear door (see Figs- 1, 3 and 5) and thus the passenger would unconsciously step on the platform. The driver, having received his signal would have thrown his CST3 valve lever to position (1.0.v This,-as described, would make the treadlemechanism counterbalances the weight of the tread le it and the treadle valve CST- l potentially at the ti'ea'dlevalve CST l.

I do air on the treadle the treadle valve CST 4 operableand as the passengers weight came would have been thrown to door-open posi-' tion do by means of linkage L. This would permit air to come from line N3 through the 03.0. side of the street 'oollectors valve, CST1, (these valves always ind .0. position CST valve descrip-. tion), then through feed line 205 to CST-4.

when operator leaves; see

valve (in (L0. position) tl'irough line 211 to check valve K--3, through line 221 to check valvIC-at, then by means ofpipe 217, T 223 and pipe 21.9.to the door-openingside,clo

ofthe'rear doorengineE.2. The door-closing side doof CST L ,exhaust. would branch oil at the T 223*, through pipe 225, check valve K-2, brake cylinder BI). and so set the brakes, were they not already set.

After the passengers alighting the treadle would return to its upper position-under action of the return spring212, and the bolt 20? would re-register under the treadlebocause of the action of spring 214:.(Fig. 20) that is, had the driver returned'his CST-3 valve to doorrclosedpositiom.

the engine exhausts through 221', CST'-5, and 213 to thelnoidentally some 1 air and pipe 191 to the slight lag I in. the operation permits-passengers .to get clear of the doors beforetheir closing. The

spaee'2'16 over the rear step shown in Fig. 20 l v is notgreat enough for standing room sothat the leaving passenger-is foreed'to stop on the treadle-T. I i

Should thedriver fail to return his GST-3v valvehandle to door-closed do 'position the rear I door would olose' anyuvay for the treadle valve would go to door-closed 03.0.

position thereby.pern'iittingair from the;

feed pipe 205 to enter the pipe 213 thence through the 'door-closed 03.0. position of the,

conductors valve CST-5,

through pipe 227 tothe door-'closingsidedo of the back door.

engineE2. The brakes arereleased at this 1 ti me, the air in the 7 lines mentioned, 4 namely,-

191, 225, 217, 221,211 reversing to exhaust '.As soon as ,the'driver returns thefhandle.

of the CST3 valve to-door-olosed position from the lock cylinder exhausts through pipe 201 tothe OST'3q8XhflllSt thereby preventing rear door by means 2 Operation (Zrioer and conductor.

pass a new situation.

further opening ofthe 7 of a passengers weight,

that 18, until the driver again so desires. N

' (0) Operation of rear door. by, conductor.

To open the rear door theconductor would not require the :presence of awpass'enger on" the treadle T inasmuch as the air entering his valve CST'5 comes from the supply. pipe N3 and 205 and thereby-his valve draws air I through; the door-closed 5 Side of awaits *osT*-4.- Thus if the team isdown the doors 7 open as already described.

If it is up, then the treadle valve GSTV--4- in door-closed position, which means thatair passes through pipe 213 to theconduetofis valve CST-5,' whence hefmay throw 1t to eitherelose 01' open the door; If he throws engin eqj he throwshis valve to door-closed trol the fi-ontvdoo' y from t "e supply, through pipe posltiondo; air passes froni pipe 213 topipe 227, thence to the "door-closing side do of therein door engine. before the brakes would set when the door engine received an to open the door.

' The conductor should not-and cannot eon Operation by driver, conductor and sweet collector. V

If the street collector is usedwe have an{ other situation.

Thestreet collector, masnineh ashe' is leav- "ing passengers in at the rear door, should not hefdependent upon" passengers leaving the coach for opening the rear-door, nor on the a conductor or driver.

- l Therefore shouldthe street collector Wish to open the door, he throws (by means of his insert lever) theoutside valve j1"to its door-o en positiondofi Thereb 'air comes 3 to-valve CST 1, through the valve d.o. position to pipe 203, thence tojcheck valve Kf-QB to pipe 221 thence toeheek valve 'K-4 to pipe 217, T 223,pipe 219 to the door-opening side We" setting the :brakes also assome air; again branches" dovvn pipe 225 111161 follow'sa' course already "described; L V v After thestreet collectors duties have been performed he turns his GST-1 valve to door With him to use when the next Coach arrives.

closed position (L0. He must do this'in order to romovefhis handle 39Which he" should keep position dim, air backs up in the line previous I 'theltreadlevalve, CST- 4 orthe conductor-s 1 traced toexli'aust at the CST-1 valve t ns relieving the brakes and thej door-open side of thedoorengine. Sirniiltaneously air from the supply line N3 goes tlirou i the 'door-closecls'ide 61.0. of the valve CS --1 to valve CST- 5 be; for dooP-openingQthe door iclosing circuit will he liloeked and the doo 'fremain's open. That is, any one of the following 2 driver, conductor, street collector crushed eration of a valve by one operator before eludes the closing ofjdoors' on passengers by one operator when another has not as yet 1 i finished his duties with said passengers.

' From the above the following is obvious;

(1) Any dooropening action (either front or rear) involves setting of thebrakes, there bymaking it .afe to monnt to, or alight from this Coach.

(3) Operation of any of the valves GST I (coilectors), CST-3, drivers) C ST-4= (See branch lines 195 alnd"225 'ofFigQQ 1 I (2) On! the driver is in control ofthe front door. (See CST- 2 valve eonneetions).{

open astime. will serve to hold the rear door open; Hencepaseen cannoti he by the inadvertent oonclosmg opanother is finished with his duties regarding said passengers.

" (4) Ifno passenger is ready to alight from l the rear door it will not openregardless 0% ('d) Operation of the rear *doonhy the" the setting oflthe drivefs valve. Thispl'e vents unnecessary drafts within the coach.

It will open however whenthe collector or conductor set their valve for opening. The V street 'eoll'ector is admitting people and ean open the door regardless of the setting of'th'e driversl oonduotors or treadle; valve! l a (5) A passenger Wishing andwre'ady "to alight mnst waituntiljthe doors are opened by a proper setting of thevconduotm s or drivers valve, that is, the passenger is a Fromthe that a will be semi-1mm several objects: *of the invention are attained andother advantageous results achieved.

As many modifications of the embodiments above illustrated mightibe inade without de; pa'rtin the spirit or sfcopeof'the present in vent on,

it is intended that "the "above de scription and accompanyingdrawingsand notjin a 'limiting sense.

{ claimsshah {reinterpreted a-sillustrative l under a conduetors"control;meansyonder a r streetToollectors control and means under passengers controlfada ted n) open Tfilhex'it,

said exit being adapte to be tufol'osed only; when all ofsaid means are regset for'dlosing 2. The pneumatic controlforvehieles comprising means under a driverseontrol; means under a condnctor's contrdl, meansfundeia street eollectors control; means under pas? seingers control adapted-too en an exit 'said exitbeing adapted tobe' re-c used only when allof said Ineans are "re-set for Closing and means for dispensing with the ,eonduetors contrdlfand the street collectors eontrol, with- 3. The pneumatic control for vehicles comprising means undera drivers control, means under a conductors control, means under a street collectors control, means under pas-- sengers control adapted to open an'exit, said exit being adapted to be re-closed only When all of said means are re-set for closing, means for dispensing with the conductors control and the street collectors control, without changing the structure of the system or the effectiveness under the remaining controls, and a pneumatic brake system interlocked With the door controlling means, operable to be set Whenever a passenger is positioned to alight from the coach and the exit is open, irrespective of the drivers intentions regarding the setting or releasing of the vehicle brakes.

4. The pneumatic control for vehicles comprising means under a drivers control for selectively operating a vehicle entrance and a vehicle exit, means operable to be set to an open position, tending to permit opening said exit when a passenger is in a position to alight, said drivers controlling means for the exit being modified in effect by the means operable by the passenger, and a conductors control and a street collectors control for said exit'operable independently of all other means.

5. The pneumatic control for vehicles comprising means under a drivers control for selectively operating a vehicle entrance and a vehicle exit, means operable to be set to an open position, tending to permit opening said exit when a passenger is in a position to alight, said drivers controlling means for the exitbeing modified in effect by the means operable by the passenger, a conductors control and a street collectors control for said exit operable independently of all other means and means. for dispensing with the conductors controls without changing the structure of the system or its effective operation. I 6. The pneumatlc control for veh cles comprising means under a drivers control for selectively operating a vehicle entrance and a vehicle exit, means operable to beset to an open position, tending to permit opening said exit When a passenger is in a position to alight, said drivers controlling means for the exit being modified in eilect by the means operable by the passenger, a conduetors control and a street collectors control for said exit operable independently of all other means, said two lastnamed controls for the exit not being modified in e-llect by the means 1 operable by the passenger.

7 The pneumatic control for vehicles com# prising means under a drivers control for selectively operating a vehicle entrance and a vehicle exit, means operable to be set to an open position, tending to permit opening said exit when a passenger is in a position to alight, said drivers controlling means-for the exit being modified in effect by the means operable by the passenger, a conductors control, I

and a street collectors control for said exit operable independently of all other means, said two last-named controls for the 'exitnot being modified in eifect by the means opere able by the passen er and in terlocking pneumatic means adapted to set the vehicle brakes to be set when said entrance or exit is open.

, In testimony whereof, I have slgne'd I my name to this specification this 21st day of July, 1925.

, RUFUS W. BAILEY. 

